EP3853686A1

EP3853686A1 - Method for determining jumps and/or break points in an actuation characteristic of an actuation unit, evaluation module and vehicle

Info

Publication number: EP3853686A1
Application number: EP19758649.8A
Authority: EP
Inventors: Arne Michaelsen
Original assignee: ZF CV Systems Hannover GmbH
Current assignee: ZF CV Systems Europe BV
Priority date: 2018-09-17
Filing date: 2019-08-15
Publication date: 2021-07-28
Also published as: CN113316749A; CN113316749B; US11332154B2; DE102018122664A1; US20210197842A1; WO2020057874A9; WO2020057874A1

Abstract

The invention relates to a method for determining jumps (Mi) and/or break points (Li) in an actuation characteristic (F) of an actuation unit, wherein the actuation unit can be actuated via an actuation means, wherein different actuation regions (Nk) which are separated from one another by the jumps (Mi) and/or break points (Li) are defined by the actuation characteristic (F), wherein different actuation forces (PF) for actuating the actuation means are respectively set in the actuation regions (Nk), wherein the jumps (Mi) and/or break points (Li) are determined by actuating the actuation means by - continuously determining actuation travels (sB, sA) of the actuation means, - assigning an actuation speed characteristic variable to each of the determined actuation travels (sB, sA), with the result that pairs of values are continuously formed from the determined actuation travel (sB, sA) and the assigned actuation speed characteristic variable, wherein the actuation speed characteristic variable is formed on the basis of an actuation speed of the actuation means, and - checking, on the basis of the pairs of values formed, whether there are significant changes in the actuation speed, wherein jumps (Mi) and/or break points (Li) in the actuation characteristic (F) are assigned to the actuation travels (sB, sA) on which there are significant changes in the actuation speed.

Description

Method for determining jumps and / or break points in an actuation characteristic of an actuation unit, evaluation module and vehicle

The invention relates to a method for determining jumps

and / break points in an actuation characteristic of an actuation unit, and an evaluation module for carrying out the method and a vehicle.

In order to influence the driving dynamics of vehicles, foot-operated or hand-operated actuation units are provided, which can be actuated mechanically or automatically by a driver via an actuating means, for example a foot-operated pedal or a hand-operated lever. For example, the driver can deflect a brake pedal or an accelerator pedal or a parking brake lever or a stretching brake lever away by a certain actuation, whereupon the vehicle is braked or accelerated in a corresponding manner. For this purpose, actuation signals can be output electrically from the respective actuation unit, which characterize the respective actuation and which can then be further processed by a control device (ECU). As part of an electrically controlled brake system, the control device can control control valves or inlet / outlet valve combinations or electrical pressure modulators on the respective vehicle axles, for example via brake request signals, in order to electrically control the brake pedal actuation or the parking brake lever or extension brake lever actuation Braking effect. Accordingly, the control device, as part of an electrically controlled drive system, can drive a motor via drive request signals in order to bring about an acceleration of the vehicle corresponding to the accelerator pedal actuation. To generate the actuation signal, displacement sensors are conventionally arranged in the respective actuation unit, which measure the actuation path automatically or initiated by the driver. The measured actuation path is then adapted or calibrated taking into account an actuation characteristic and, depending on this, a calibrated actuation signal is output to the control device for implementation, with the control unit generating the request signals from the calibrated actuation signals. The actuation characteristic is described by a stored actuation characteristic curve, the actuation characteristic curve, for example, follows from a spring characteristic curve which is defined by one or more springs which counteract the actuation of the respective actuation means to different extents. Thus, the actuation characteristic curve indicates which actuation force the driver has to apply for a specific actuation path.

Conventionally, a plurality of springs are combined with one another in order to obtain a combined spring characteristic so that a certain pedal feeling or actuation feeling can be achieved over several different operating ranges. This results in different actuation forces in the respective actuation areas or with different actuation paths that the driver also feels. Different vehicle reactions or changes in driving dynamics can be defined for the individual actuation areas, which is already taken into account in the calibrated actuation signal via the stored actuation characteristic. In order to make this possible, jumps and / or break points or the transition areas in the spring characteristic between the individual actuation supply areas must be known and flow into the course of the actuation characteristic. For this purpose, the actuation characteristic curve is conventionally determined individually in advance at the end of the belt for each actuation unit and stored in the actuation unit in question, so that it has a correspondingly calibrated outputted actuation signal for implementation in which the jumps or breakpoints are already taken into account.

This has the disadvantage that a time-consuming calibration process at the end of the belt is required for each actuating unit in order to set the actuation characteristic, and an evaluation unit with a storage unit is to be arranged in each actuating unit in order to store the actuation characteristic and to process it together with the sensed actuation paths . This is the only way to ensure reliable operation when the actuation unit or the control device that processes the calibrated actuation signals is replaced, since recalibration in the vehicle has not been possible until now. Another disadvantage is that a change in the actuation characteristic during operation, e.g. cannot react reliably due to wear and tear as these changes cannot be recorded.

The object of the invention is therefore to provide a method with which jumps and / or break points in an actuation characteristic of an actuation unit can be determined in a simple and reliable manner. Aufga be the invention is also to provide an evaluation module and a vehicle.

This object is achieved by a method according to claim 1 and an evaluation module and a vehicle according to the further independent claims. The subclaims indicate preferred further developments.

According to the invention, it is therefore provided that jumps and / or break points in an actuating characteristic of an actuating unit are determined by actuating an actuating means of the actuating unit at least once by

- Actuating means of the actuating means are continuously determined, an actuation speed parameter is assigned to each of the determined actuation paths, so that pairs of values are continuously formed from the determined actuation path and the assigned actuation speed characteristic variable, the actuation speed characteristic variable being formed as a function of the actuation speed of the actuating means on the actuation path, and

- On the basis of the pairs of values formed, it is checked whether significant changes in the actuation speed occur, with the actuation paths at which significant changes in the actuation speed occur, jumps and / or kinks in the actuation characteristics being assigned.

It is recognized according to the invention that due to a change in the actuation characteristics in the jumps and / or break points, a changed actuation force is to be applied by the driver in order to actuate the actuation means. If the driver actuates the actuation means with a certain actuation speed, he cannot hold it at the jumps or break points, since he cannot adapt the change in the actuation force immediately. Accordingly, a change in the actuation speed occurs, which can be detected via the actuation speed characteristic. However, this can occur not only when the driver actuates it manually, but also when it is actuated automatically, in which the change in force cannot be adapted instantaneously either.

It is assumed that the actuating unit can be actuated manually or automatically via the actuating means, different actuation areas being defined by the actuation characteristics, which are separated from one another by the jumps or breakpoints, wherein different actuation forces for actuating the Actuating means are set. Advantageously, the method can thus be carried out continuously as soon as the actuating means is actuated, so that calibration can also take place when the actuating unit is already installed in the vehicle. For this purpose, the method only uses the actuation path and the actuation speed or the actuation speed parameter, so that it is easy to carry out. In particular, the method can be carried out after initial installation but also after retrofitting or during operation to compensate for wear, ie when the actuation characteristics have changed. If the actuation of the actuation means is used during the operation of the vehicle for the teach-in process, a complex calibration process before commissioning, as in the prior art, for example at the end of the belt, can advantageously be omitted.

According to a preferred development, it is provided that the actuation speed is used directly as the actuation speed parameter and is preferably derived from the actuation path, in particular by deriving the actuation path and / or by forming a difference quotient. As a result, the method can be further simplified, since only the actuation path for the actuations must be continuously recorded in order to conclude that there are jumps or break points. The time course of the operating speed can already provide information about a change in the operating force due to jumps and / or kinks in the operating characteristic, for example if a significant change is a falling or rising edge in the time course of the operating speed.

According to a further preferred embodiment, it is additionally or alternatively provided that an actuation speed parameter is an actuation to use acceleration, which characterizes the change in the actuation speed over time and is thus formed as a function of the actuation speed. The actuation acceleration can preferably be derived from a derivative and / or a difference quotient of the actuation speed or from a double derivative

device / difference quotient of the actuation path are formed. The actuation acceleration can advantageously also provide information about the extent of the change in the actuation speed, so that, for example, to determine a significant change in the actuation speed based on jumps and / or breakpoints, it can be determined whether an acceleration maximum or an acceleration minimum exists for certain actuation paths, since maximum changes in the actuation speed are to be expected at the jumps and / or the break points. The actuation acceleration can thus also provide information as to whether significant changes occur in the actuation speed.

Different actuation speed parameters can also be combined, e.g. to make a result plausible. Thus, actuation paths on which significant changes in the actuation speed are derived from the actuation speed can be compared with actuation paths for which significant changes in the actuation speed follow from the actuation acceleration, and can be corrected accordingly or vice versa.

According to a further embodiment, it is provided that the actuation path is output via an actuation signal generated by the actuation unit as a function of the actuation, the actuation path preferably being detected by a displacement sensor which detects the deflection of the actuation means due to the actuation in some way. As a result, the actuation path or the resulting actuation speed can be speed characteristic anywhere in the vehicle to determine the jumps or kinks in the actuation characteristics according to the invention. According to a preferred development, it is thereby possible that the method is not carried out in the actuation unit.

As a result, an evaluation module and / or a storage unit in the actuation unit can be dispensed with. Nevertheless, a subsequent determination of the jumps or the break points when retrofitting or replacing the actuating unit is possible in a simple manner.

According to a further embodiment it is provided that the actuation characteristic is predetermined by a spring characteristic, the spring characteristic being determined by springs in the actuation unit, the springs counteracting actuation of the actuating means in the respective actuation areas to different extents and jumps rich between the actuation areas and / or kinks in the spring characteristic. All springs that have an influence on the actuating force to be applied are recorded in the spring characteristic. The actuating unit can thus also comprise pneumatic components in which springs are arranged which counteract the actuation of the actuating means. A certain pedal feeling or actuation feeling is achieved because different actuation forces are to be applied in the different actuation areas. From this actuation characteristic formed by the spring characteristic, at least jumps and / or break points can be detected in a simple manner by the method according to the invention. The actuation characteristics can also be specified in a comparable form other than by a spring characteristic. Even then, jumps and / or kinks in the actuation characteristic can be detected by the method according to the invention, which have a reaction on the actuation force. It is preferably further provided that when determining the value pairs and / or when checking for a significant change in the actuation speed, only the value pairs are taken into account for which the actuation path in a specific actuation interval and / or the actuation speed in a specific speed interval and / or the actuation acceleration lies in a certain acceleration interval. Accordingly, only the actuations are taken into account in which a significant change in the actuation speed is to be expected as a result of a jump or a kink in the actuation characteristic. As a result, computing effort and memory requirements can be reduced since events that are not relevant or less relevant are ignored. The actuation interval and / or the speed interval and / or the acceleration interval can be determined, for example, on the basis of a standard actuation characteristic with commonly occurring jumps or break points for the respective type of actuation unit and which actuation speeds or actuation accelerations are to be expected therefrom.

It is also preferably provided that when determining the value pairs and / or when testing for a significant change in the actuation speed, only those value pairs are used for which the actuation speed remains above a speed limit value for at least a minimum actuation interval. This stipulates that only those pairs of values are taken into account which result from an at least partially continuous actuation of the actuating means and from which a significant change as a result of a jump and / or break point in the actuation characteristic can therefore be determined. This can also reduce the amount of computation and memory required since events that are not relevant or less relevant are ignored. According to a preferred development it is provided that during the test for significant changes in the actuation speed it is determined whether a falling edge in the actuation speed and / or a rising edge in the actuation speed occurs in a certain actuation path. This suggests that in the event of a loading or unloading of the actuating means due to a jump and / or kink in the actuation characteristic, there is inevitably a change in the actuation speed.

It is preferably further provided that when checking for a significant change in the actuation speed, it is determined on which actuation path there is an acceleration maximum or an acceleration minimum. This can also be identified as a jump and / or as a kink in the actuation characteristic, since the actuation speed changes in terms of amount due to the change in force. In this case, provision can preferably be made to center the acceleration maxima and acceleration minima in regions over several actuations and to output an average acceleration maximum or an average acceleration minimum. The actuation path associated with the respective mean acceleration value can then in turn be associated with a jump and / or a break point in the actuation characteristic. This can further improve the accuracy of the determination.

In order to avoid error detection due to systematic outliers or noise in the signal, it can preferably be provided to filter the temporal course of the actuation path and / or the actuation speed and / or the actuation acceleration, for example by “moving average”. As an alternative to the evaluation of the actuation acceleration or the actuation speed for a single actuation of the actuation means, it can be provided according to a preferred embodiment that a histogram for the continuously formed value pairs of actuation path and actuation speed or actuation path and actuation acceleration is created, whereby for each pair of values formed determines a frequency for the occurrence of this pair of values when the actuating means is actuated and this frequency is assigned to the pair of values; and

- The histogram is evaluated by checking whether pairs of values accumulate for certain actuation paths, the actuation paths on which value pairs accumulate are identified as significant changes in the actuation speed, with these significant changes in the actuation speed, jumps and / or breakpoints be assigned in the actuation characteristic.

In this way, pairs of values are virtually linked to one another over several operations and new information is used for the evaluation, the frequency of the occurrence of a pair of values. If a pair of values is recorded more frequently for a certain actuation path, the respective actuation speed parameter, ie the actuation speed or the actuation acceleration, occurs more frequently on this actuation path. This has the advantage that recurring changes, ie with a high frequency, can be distinguished from arbitrary changes, ie with a low frequency, in the actuation speed. These increasing changes in the actuation speed can occur here from the actuation speed itself, then in the form of frequently as returning points on a rising or a falling edge, or from the actuation acceleration, then in the form of frequently recurring acceleration maxima or acceleration minima, corresponding to a strong change in the operating speed. Varying actuation speeds that are not occur due to jumps and / or break points, can be identified accordingly from the continuously determined actuation speed or the continuously determined actuation acceleration, since these occur with a lower frequency and are not taken into account.

It can preferably also be provided that in the event that when checking for a significant change in the actuation speed from the histogram or from the value pairs of individual actuations, no clear indication of jumps and / or break points in the actuation characteristic can be found, because e.g. there are too few actuations, initially the standard actuation characteristics are used, e.g. corresponds to a standard spring characteristic in which the position of the jumps and / or break points are known.

According to a further embodiment, it is provided that the actuation of the actuating means includes loading the actuating means at least once and / or relieving it at least once, with different signs of the actuation speed resulting in the evaluation. The jumps or break points can be recorded in both directions of actuation. In order to save computing effort, one direction can also be considered.

According to a preferred development, it is provided that, after determining the jumps or break points in the actuation characteristic, a requirement characteristic of the braking requirement or the drive requirement is created, the requirement characteristic curve being separated from one another by the jumps or break points actuation areas different dependencies between to be implemented Target requirements (braking or acceleration) and the corresponding predefined actuation away. The actuation paths at which jumps or breakpoints occur in the actuation characteristic are in the requirement characteristic Assigned transition areas which follow the jumps or breakpoints from the detected position. As a result, the jumps or breakpoints determined beforehand can advantageously be used to determine which target requirements are to be controlled before and after the transition areas depending on the sensed actuation path.

According to the invention, an evaluation module for carrying out the method according to the invention is also provided, the evaluation module being formed from

- continuously determine the actuation paths of the actuating means,

- to assign an actuation speed parameter to the determined actuation paths so that pairs of values can be continuously formed from the actuation path determined and the assigned actuation speed parameter, the actuation speed parameter depending on the actuation speed of the actuation means on the actuation path can be formed, and

- On the basis of the pairs of values formed, it can be checked whether significant changes in the actuation speed occur, the actuation paths, at which significant changes in the actuation speed occur, jumps and / or break points in the actuation characteristic can be assigned.

It is preferably provided that the evaluation module is part of a control device of a vehicle and / or is not arranged in the actuation unit. The implementation can be done on the software and / or hardware side, e.g. as a software or hardware extension in the respective control unit.

According to the invention, a vehicle with the evaluation module is further provided, the vehicle having at least one actuation unit, the at least one actuation unit via a communication Path is connected to the evaluation module for transmitting the actuation path to the evaluation module.

It is preferably provided that the evaluation module is not arranged in the actuation unit and / or the evaluation module is part of a control device of the vehicle. Accordingly, the method can preferably take place outside of the actuation unit, so that the latter does not require an evaluation module or a memory unit for storing an actuation characteristic.

The actuation unit is preferably a brake actuation unit with a foot-operated brake pedal or a hand-operated parking brake lever or a stretching brake lever as the actuating means in an electrically controllable brake system and / or a drive actuation unit with a drive pedal (gas pedal) as Actuating agent of an electrically controllable drive system. However, further actuation units and actuation means are also possible. The actuating unit is understood here to mean the entire unit consisting of actuating means and thus related components. Thus, at least all those components are recorded that have an influence on the actuation characteristics. In an electro-pneumatic foot brake valve, for example, the pneumatic components are also included, which can also have springs and thus participate in the actuation characteristics. The same applies to other types of actuation.

The invention is explained in more detail below with reference to drawings.

Show it:

Figure 1 is a vehicle with a brake actuator and a drive actuator to. 2a shows an exemplary request characteristic for a specific spring characteristic;

2b the following characteristic curves from actuation signals;

2c shows a combination of the characteristic curves according to FIG. 2b from different measurements;

2d shows a frequency distribution for the characteristic curves according to FIG. 2c; and

3 shows a flow chart of the method according to the invention.

According to FIG. 1, a vehicle 1, in particular a commercial vehicle 1, is shown, which has an electrically controllable braking system 2 and an electrically controllable drive system 3. As part of the brake system 2, a brake actuation unit 2a with a brake actuation means 2b, for example a brake pedal or a parking brake lever or a stretching brake lever, is provided, which can be actuated by a driver manually or automatically by an actuation system and thereby be one agreed brake actuation path sB can be deflected. Accordingly, a drive actuator 3b, e.g. a gas pedal, a drive-actuation unit 3a of the drive system 3 to a drive-actuation path sA to be deflected manually or automatically. The respective actuation path sB, sA can be determined via a displacement sensor 2c, 3c in the respective actuation unit 2a, 3a.

Depending on the respective actuation path sB, sA, a brake actuation signal BB or a drive actuation signal BA is output to a brake evaluation module 2d or a drive evaluation module 3d. The brake evaluation module 2d can be part of a brake control device 2e (ECU) and the drive evaluation module 3d can be part of this a drive control device 3e (ECU). The respective Steuereinrich device 2e, 3e (ECU) serves the higher-level control of the brake system 2 to implement a deceleration request (vehicle target deceleration zSoll) or the drive system 3 to implement an acceleration request (vehicle acceleration aSoll). The evaluation modules 2d, 3d can, however, also be arranged at another point in the vehicle 1.

According to the invention, an actuation signal BB, BA is transmitted to the respective evaluation module 2d, 3d via a specific communication path 2f, 3f (wireless or wired), which characterizes or contains the respective actuation path sB, sA. In order to implement a target request zSoll, aSoll corresponding to the actuation path sB, sA, the respective evaluation module 2d, 3d uses a stored request characteristic curve KB, KA (see FIG. 2a) which specifies a specific desired target requirement for the actuation path sB, sA zSoll, aSoll assigns, e.g. a target vehicle deceleration z target (braking system 2) or a target vehicle acceleration a target (drive system 3). This requirement characteristic curve KB, KA can, for example, be stored directly in the evaluation module 2d, 3d in a memory unit 2g, 3g or in an external memory unit 4.

A brake request characteristic curve KB already takes into account the actuation characteristic F of the brake actuation unit 2a. Accordingly, an actuation characteristic curve is already recorded therein, the actuation characteristic never indicating which actuation force PF is to be applied for a specific brake actuation path sB. This actuation characteristic may have jumps Mi and / or break points Li at which the behavior of the brake actuation unit 2a changes and which are accordingly also taken into account in the braking request characteristic KB. The changing behavior results from a spring characteristic curve FK (see FIG. 2a) of the brake actuation unit 2a, which also contributes to the actuation characteristic F. true and which is determined by one or more springs 2h in the brake actuation unit 2a, the springs 2h counteracting the actuation of the brake actuation means 2b depending on the brake actuation path sB to different extents. In the spring characteristic curve FK any springs 2h are recorded which have an effect on the actuation characteristics F or the actuation force PF to be applied. The brake actuation unit 2a comprises all of these springs 2h.

Accordingly, depending on the number of jumps Mi and / or break points Li, different actuation areas Nk can be defined, in which different actuation forces PF are required to deflect the respective brake actuation means 2b, which are opposed to the actuation. A specific pedal feeling or actuation feeling is thereby achieved, it being possible to use the brake request characteristic curve KB to determine which vehicle reaction or which target vehicle deceleration zSoll should follow in the respective actuation areas Nk by a corresponding assignment taking place. In the brake request characteristic curve KB, the jumps Mi and / or the break points Li or the respective brake actuation paths sB at which they occur are assigned transition regions Üi in which the individual actuation regions Nk merge. The respective target vehicle deceleration zSoll can then be output via a brake request signal SXB for implementation by the electronically controlled brake system 2.

The calibration of the brake actuation signal BB therefore does not take place, as in the prior art, in the brake actuation unit 2a itself by using a pre-taught actuation characteristic, but in the brake evaluation module 2d via a brake request characteristic KB, which automatically takes the actuation characteristic into account . As a result, a storage unit in the brake actuation unit 2a and a pre- from the point of calibration, which means that space and costs can be minimized.

The same applies to the drive actuation unit 3a, which has springs 3h and thereby forms a specific actuation characteristic F according to a specific spring characteristic FK with jumps Mi and / or break points Li. The drive actuation signal BA of the drive actuation unit 3a is calibrated via a drive request characteristic curve KA taking into account the actuation characteristic F with transition areas Üi in the drive evaluation module 3d, so that a consequent target vehicle acceleration aSoll is via a drive request signal SXA can be output for implementation by the drive system 3.

In order to ensure in these versions that when the actuating units 2a, 3a or the control devices 2e, 3e or the evaluation modules 2d, 3d are exchanged, there is a current requirement characteristic curve KB, KA which indicates the specific jumps Mi and / or break points Li the actuation characteristic F or the actuation characteristic of the respective actuation unit 2a, 3a takes into account, it is provided according to the invention to learn the request characteristic KB, KA during operation of the actuation unit 2a, 3a. For this purpose, the actuation path sB, sA, which is set when the actuating means 2b, 3b are actuated manually or automatically, is analyzed in more detail.

It was recognized that in a manual or automated actuation of the respective actuation means 2b, 3b by the driver or the actuation system when the actuation path sB, sA approaches one of the jumps Mi and / or break points Li in the actuation characteristic F, ie with a change in the spring characteristic FK of the respective actuating means 2b, 3b, at the same time also changes in an actuating speed vB, vA of the respective actuating means 2b, 3b occur (see FIG. 2b). This results from the fact that the driver or the actuation system at the jumps Mi and / or break points Li of the actuation characteristic F is generally not able to maintain the actuation speed vB, vA exactly when the actuation force PF to be applied changes. Accordingly, he cannot adapt the change in force immediately, for example, when the actuating force PF increases from one of the jumps Mi and / or kink points Li, a reduction in the actuating speed vA, vB occurs and when the actuating force PF decreases from one of the jumps Mi and / or inflection points Li an increase in the actuation speed vA, vB occurs. In both cases, the driver or the automated actuation system does not expect a change in the actuation characteristic F or the actuation force PF to be applied, this being reflected in a change in the actuation speed vB, vA. Against this background, the learning process can be carried out as follows according to FIG. 3:

In an initial step StO, the method is initialized, for example after an exchange of the actuating unit 2a, 3a or after a certain period of time in order to counteract signs of wear. In a first step St1, the transmitted actuation signal BB,

BA the respective actuation path sB, sA is determined over time t (see FIG. 2b). In a second step St2, the actuation speed vB, vA and / or an actuation acceleration aB, aA for each actuation path sB, sA is then determined from the course of time in a second step St2, for example by single and / or double derivation of the actuation path sB, sA or by single and / or double image of a difference quotient Q. When the respective actuating means 2b, 3b are loaded, the actuation speed vB, vA is positive and when the respective actuating means 2b, 3b are relieved. In a simplified variant, only positive values for the actuation speed vB, vA can also be considered, ie only a load on the respective gene actuating means 2b, 3b. An optional filtering of the derived signal can then take place (St2a).

Each actuation path sB, sA can now have a specific actuation speed parameter, i.e. an actuation speed vB, vA and / or an actuation acceleration aB, aA are assigned, so that in a third step St3 value pairs PB (sB, vB / aB), PA (sA, vA / aB) from the detected actuation path sB, sA and the associated actuation speed vB, vA or actuation acceleration aB, aA can be formed. Both the actuation speed vB, vA and the actuation acceleration aB, aA can be used to evaluate the change in the actuation speed vB, vA due to a jump Mi and / or a kink Li at a specific actuation path sA, sB.

The pairs of values PB, PA can be plotted according to FIG. 2c, a point cloud resulting if a plurality of such pairs of values PB, PA are plotted. Such pairs of values PB, PA are continuously determined for one or more actuations of the actuating means 2b, 3b. In order to determine whether there are jumps Mi and / or kinks Li in the actuation characteristic F, it is first seen in a fourth step St4 that the value pairs PB, PA are used to check whether significant changes in the actuation speed vB, vA occur .

This can be done, for example, by determining in a first sub-step St4.1 for loading the respective actuating means 2b, 3b whether a falling edge X (see FIG.

2c) is present, and / or for relieving the respective actuating means 2b, 3b it is determined whether there is a rising edge Y. This follows from the fact that when the respective actuating means 2b, 3b is loaded over a jump Mi and / or kink point Li, the actuation is reduced. speed vB, vA is to be expected if the actuation force PF increases at the jump Mi and / or at the break point Li in the loading direction, and when the load is relieved via the same jump Mi and / or break point Li, the actuation speed vB, vA increases is to be expected since the actuation force PF at the jump Mi or kink point Li decreases along the relief direction. As already described, this follows from the driver's inability to adapt the change in force. The respective edges X, Y can be determined directly from the time profile of the actuation speed vB, vA.

Additionally or alternatively, in a second sub-step St4.2 it can be recognized via the actuation acceleration aB, aA whether an acceleration maximum amax or an acceleration minimum amine is present for certain actuation paths sB, sA. The actuation path sB, sA, on which there is an acceleration maximum amax or an acceleration minimum amin, can be identified as a jump Mi and / or as an inflection point Li in the actuation characteristic F, since the actuation speed vB, vA continuously and in terms of amount due to the change in force changed. In addition, an average acceleration maximum aavgmax or an average acceleration minimum aavgmin and the respectively assigned actuation path sB, sA er can be determined over several actuations in order to determine the jumps Mi and / or break points Li and, if necessary, also with the determination via the actuation speed vB to plausibility check.

In order to increase the quality of the evaluation, it can additionally be provided that a histogram H, which is shown by way of example in FIG. 2d, is created from the value pairs PB, PA formed in a preceding preliminary step St4a. The histogram H indicates a frequency distribution of the pairs of values PB, PA, ie the frequency A when the actuating means 2b, 3b are actuated several times for a specific actuation. a certain actuation speed vB, vA and / or an actuation acceleration aB, aA could be determined. The higher the frequency A for a square or a specific pair of values PB, PA in the histogram H, the higher the number given as an example in FIG. 2d.

With all evaluation variants, only certain pairs of values PB, PA can preferably be taken into account. For example, only the value pairs PB, PA can be used in which the actuation path sB, sA within an actuation interval sl and / or the actuation speed vB, vA within a speed interval vl and / or the actuation acceleration aB, aA are within an acceleration interval al. The actuation intervals sl, vl, al can be defined as a function of a standard actuation characteristic FD with known jumps Mi and / or break points Li.

It can also be taken into account whether a pair of values PB, PA belongs to a continuous actuating means actuation. For this purpose, the actuation speed vB, vA can be monitored over a specific actuation path sB, sA. If, for example, it is found that the actuation speed vB, vA remains above a speed limit value vG at least for a minimum actuation interval slmin, then a continuous actuation of the actuation means can be concluded. As a result, pairs of values PB, PA for which a very slight change in the actuation speed vB, vA is to be expected at one of the jumps Mi and / or break point Li or which cannot provide any indication of a jump Mi and / or break point Li, remain unconsidered when evaluating or testing, which can reduce computing time and memory requirements. In a fifth step St5, the test can thus assign jumps Mi and / or break points Li in the actuation characteristic F to a specific actuation path sB, sA on which a falling edge Y and / or a rising edge X and / or an acceleration maximum amax and / or an acceleration minimum amine and / or an average acceleration maximum aavgmax and / or an average acceleration minimum aavgmin occur. Histogram H shows higher frequencies A in the area of a falling edge Y and / or a rising edge X and / or an acceleration maximum amax and / or an acceleration minimum amin and / or an average acceleration maximum aavgmax and / or an average acceleration minimum aavgmin expect, since these or pairs of values PB, PA are determined with these values of the actuation speed parameter when the respective actuation means 2b, 3b are actuated with a higher number. This can be taken into account when creating the requirement characteristic curve KB, KA by assigning the actuation paths sB, sA, in which jumps Mi and / or break points Li were detected, to a transition area Üi in the requirement characteristic curve KB, KA. The actuation areas Nk between the jumps Mi and / or the inflection points Li or the transition areas Ük can be assigned a specific change in driving dynamics by specifying a target requirement zSoll, aSoll depending on the actuation path sB, sA.

Preferably, it can further be provided that in the event that when checking for a significant change in the actuation speed vB, vA from the histogram H or from the value pairs PB, PA of individual actuation means actuations, there is no clear indication of jumps Mi and / or break points Li can be found in the actuation characteristic F because, for example, there are too few actuations, the standard actuation characteristic FD is used for the time being. Spring characteristic curve in which the position of the jumps Mi and / or break points Li are known.

Reference list (part of the description)

1 vehicle

2 electrically controllable braking system

2a brake actuation unit

2b brake actuation means

2c displacement sensor of the brake actuation unit 2a

2d brake evaluation module

2nd brake control device

2f communication path in the braking system

2g brake storage unit

2h spring in the brake actuation unit

3 electrically controllable drive system

3a drive actuation unit

3b drive actuation means

3c displacement sensor of the drive actuation unit 3a

3d drive evaluation module

3e drive control device

3f Communication path in the drive system

3g drive storage unit

3h springs in the drive actuation unit 3a

4 external storage unit

A frequency

Target vehicle acceleration

aB brake actuation acceleration

aA drive actuation acceleration as acceleration interval

amax acceleration maximum

aavgmax averaged acceleration maximum amin acceleration minimum

aavgmin averaged acceleration minimum BA actuator actuation signal

BB brake actuation signal

F actuation characteristics

FK spring characteristic

FD standard actuation characteristics

H flistogram

KA drive characteristic curve

KB brake request characteristic

Li breakpoints in the operating characteristics

Wed jumps in the operating characteristics

Nk operating areas

PB, PA pairs of values

PF operating force

Q difference quotient

sa drive actuation path

sB brake actuation path

sl actuation interval

slmin minimum actuation interval

SXA drive request signal

SXB brake request signal

t time

Üi transition area in the requirement characteristic KB, KA vA actuator actuation speed

vB brake actuation speed

vG speed limit

vl speed interval

X falling edge

Y rising edge

zShould vehicle deceleration

i, k index

St1, St2, St3, St4, St4a, St4.1, St4.2, St5 steps of the process

Claims

1. A method for determining jumps (Mi) and / or break points (Li) in an actuation characteristic (F) of an actuation unit (2a, 3a), wherein the actuation unit (2a, 3a) can be actuated via an actuation means (2b, 3b) , whereby different actuation areas (Nk) are defined by the actuation characteristics (F), which are separated from one another by the jumps (Mi) and / or break points (Li), where different actuation forces (PF) in each case in the actuation areas (Nk) for actuating the actuating means (2b, 3b) are set, the jumps (Mi) and / or break points (Li) being determined by actuating the actuating means (2b, 3b) by

- Continuous actuation paths (sB, sA) of the actuating means (2b, 3b) are determined (St1),

- An actuation speed parameter (vB, vA, aB, aA) is assigned to the determined actuation paths (sB, sA) (St2), so that pairs of values (PB, PA) continuously move away from the determined actuation (sB, sA) and the assigned actuation speed parameter (vB, vA, aB, aA) are formed (St3), the actuation speed parameter (vB, vA, aB, aA) depending on an actuation speed (vB, vA) of the actuating means ( 2b, 3b) is formed in the respective actuation path (sB, sA), and

- on the basis of the pairs of values (PB, PA) formed, it is checked whether there are significant changes (X, Y) in the actuation speed (vB, vA) (St4), the actuation paths (sB, sA) showing significant changes ( X, Y) exist in the actuation speed (vB, vA), jumps (Mi) and / or break points (Li) are assigned in the actuation characteristic (F) (St5).

2. The method according to claim 1, characterized in that the actuation speed (vB, vA) is used as the actuation speed parameter, the actuation speed (vB, vA) being derived from the actuation path (sB, sA), in particular by deriving the actuation path (sB, sA) and / or by forming a difference quotient (Q).

3. The method according to claim 1 or 2, characterized in that when checking for significant changes (X, Y) in the speed of actuation (vB, vA) it is determined whether a falling flank for a specific actuation path (sB, sA) (X) in the operating speed (vB, vA) and / or a rising edge (Y) in the operating speed (vB, vA) is present (St4.1).

4. The method according to any one of the preceding claims, characterized in that an actuation acceleration (aB, aA) is used as the actuation speed characteristic, the actuation acceleration (aB, aA) characterizing the temporal change in the actuation speed (vB, vA), wherein the actuation acceleration (aB, aA) is derived from the actuation path (sB, sA), in particular by double derivation of the actuation path (sB, sA) and / or by double formation of a difference quotient (Q).

5. The method according to claim 4, characterized in that during the test for a significant change (X, Y) in the actuation speed (vB, vA), it is determined at which actuation path (sB, sA) an acceleration maximum (amax) or a Acceleration minimum (amine) is located (St4.2).

6. The method according to claim 5, characterized in that acceleration maxima (amax) and acceleration minima (amine) over several Actuations of the actuating means (2b, 3b) are averaged and the test for significant change (X, Y) in the actuation speed (vB, vA) determines the actuation path (sB, sA) for which an averaged acceleration maximum (aavgmax) or an averaged acceleration minimum (aavgmin).

7. The method according to any one of claims 4 to 6, characterized in that significant changes (X, Y) in the actuation speed (vB, vA), the value pairs (PB, PA) from the determined actuation path (sB, sA) and follow the assigned actuation speed (vB, vA), with significant changes (X, Y) in the actuation speed (vB, vA), which consist of value pairs (PB, PA) from the determined actuation path (sB, sA) and the assigned actuation path Acceleration (aB, aA) follow, compared with each other and / or checked for plausibility and / or corrected.

8. The method according to any one of the preceding claims, characterized ge

indicates that the actuation path (sB, sA) is output via an actuation signal (BB, BA) generated by the actuation unit (2a, 3a) as a function of the actuation, the actuation path (sB, sA) preferably being provided by a displacement sensor (2c , 3c) is recorded.

9. The method according to any one of the preceding claims, characterized ge

indicates that the actuation characteristic (F) is specified by a spring characteristic (FK), the spring characteristic (FK) being determined by springs (2h, 3h) in the actuation unit (2a, 3a), the springs (2h, 3h) counteracting actuation of the actuating means (2b, 3b) to different extents in the respective actuation areas (Nk) and there are kink points (Li) in the spring characteristic (FK) between the actuation areas (Nk).

10. The method according to any one of the preceding claims, characterized in that only the value pairs when determining the value pairs (PB, PA) and / or when testing for significant change (X, Y) in the actuating speed (vB, vA) (PB, PA) are taken into account for which the actuation path (sB, sA) in one or more predefined actuation intervals (sl) and / or the actuation speed (vB, vA) in one or more predefined actuation intervals (vl) and / or the actuation acceleration (aB, aA) lie in one or more specific acceleration intervals (al).

11. The method according to claim 10, characterized in that the actuation interval (sl) and / or the speed interval (vl) and / or the acceleration interval (al) as a function of a standard actuation characteristic (FD) for the respective actuation unit (2a, 3a ) be determined.

12. The method according to any one of the preceding claims, characterized ge

indicates that when determining the value pairs (PB, PA) and / or when testing for a significant change (X, Y) in the actuation speed (vB, vA) only the value pairs (PB, PA) are used for which the absolute value of the actuation speed (vB, vA) remains above a speed limit value (vG) at least for a minimum actuation interval (slmin).

13. The method according to any one of the preceding claims, characterized ge

indicates that

- A histogram (H) for the continuously formed value pairs (PB, PA) is created from the determined actuation path (sB, sA) and the assigned actuation speed parameter (vB, vA, aB, aA) (St4a), with this for each pair of values formed (PB, PA) speed (A) for the occurrence of this pair of values (PB, PA) when actuating the actuating means (2b, 3b) is determined and the frequency (A) is assigned to the pair of values (PB, PA); and

- The histogram (H) is evaluated by checking whether pairs of values (PB, PA) for certain actuation paths (sB, sA) accumulate, whereby the actuation paths (sB, sA), on which value pairs (sB, sA) accumulate as significant changes (X, Y) in the actuation speed (vB, vA) are identified, these significant changes (X, Y) in the actuation speed (vB, vA) jumps (Mi) and / or break points (Li ) can be assigned in the actuation characteristic (F).

14. The method according to any one of the preceding claims, characterized ge

indicates that in the event that when testing for a significant change (X, Y) in the actuation speed (vB, vA) there is no assignment of jumps (Mi) and / or break points (Li) in the actuation characteristic (F) an actuation path (sB, sA) can be assigned to those actuation paths (sB, sA) a jump (Mi) and / or an inflection point (Li) at which a jump (Mi) and / or an inflection point (Li) is located one of the actuation unit (2a, 3a) assigned standard actuation characteristic (FD).

15. The method according to any one of the preceding claims, characterized ge

indicates that after the jumps (Mi) and / or the break points (Li) have been determined, a request characteristic curve (KB, KA) is created, the request characteristic curve (KB, KA) being the result of the jumps (Mi) and / or the break points ( Li) separate operating areas (Nk) assign different dependencies between target requirements to be implemented (zSoll, aSoll) and the correspondingly specified actuation path (sB, sA).

16. Evaluation module (2d, 3d) for carrying out the method according to one of the preceding claims, wherein the evaluation module (2d, 3d) is designed,

- continuously determine the actuation paths (sB, sA) of the actuation means (2b, 3b),

- Assign the actuation paths (sB, sA) to the actuation speed (vB, vA, aB, aA) of the actuation means (2b, 3b) so that pairs of values (PB, PA) from the actuation path (sB , sA) and the associated actuation speed parameter (vB, vA, aB, aA) can be formed, the actuation speed parameter (vB, vA, aB, aA) depending on the actuation speed (vB, vA) of the actuating means (2b, 3b) can be formed in the respective actuation path (sB, sA), and

- On the basis of the value pairs formed (PB, PA) it can be checked whether significant changes (X, Y) occur in the actuation speed (vB, vA), the actuation paths (sB, sA) along which significant changes (X, Y ) occur in the actuation speed (vB, vA), jumps (Mi) and / or break points (Li) in the actuation characteristics (F) can be assigned.

17. Vehicle (1) with an evaluation module (2d, 3d) according to claim 16, where the vehicle (1) has at least one actuating unit (2a, 3a), the at least one actuating unit (2a, 3a) via a communication path ( 2f, 3f) is connected to the evaluation module (2d, 3d) for transmitting the actuation path (sB, sA) to the evaluation module (2d, 3d).

18. Vehicle (1) according to claim 17, characterized in that the evaluation module (2d, 3d) is not arranged in the actuating unit (2a, 3a) and / or the evaluation module (2d, 3d) is part of a control ereinrichtung (2e, 3e) of the vehicle (1).

19. Vehicle according to claim 17 or 18, characterized in that the actuation unit (2a, 3a) a brake actuation unit (2a) with egg nem brake actuation means (2b) of an electrically controllable braking system (2) and / or a drive Actuating unit (3a) with a drive-actuating means (3b) of an electrically controllable drive system (3).